Ford Ranger Raptor Road Test Review

It was only a matter of time before the darling of Australia’s current motoring landscape – the dual-cab ute – received some performance-focused attention, though possibly not like this.

Instead of forcing this commercial-biased vehicle to become an on-road performance car, Ford has bowed to common sense by making its range-topping Ranger Raptor all about off-road performance.

Developed by Ford Australia’s engineers using the know-how gained from two generations of Raptor-branded F-Series trucks in the US, this mega-buff Ranger is so much more than just a set of swollen guards and some jacked-up suspension. It’s a surprisingly holistic package that gains as much in on-road sensibility as it does in off-road unbreakability.

1/9

WHAT DO YOU GET?

For starters, this is one hell of a tough-looking ute. Dominated by massive F-O-R-D lettering across its bespoke grille, the Ranger Raptor gains steroid-pumped wheel arches for an extra 150mm of bulldog bravado at both ends to make enough space for its huge 285/70R17 BF Goodrich all-terrain tyres and long-travel suspension.

The front guards are made from composite materials for lighter weight and greater durability, and the Raptor’s unique front bumper includes air-curtain ducts to reduce air resistance. Yet this is no cosmetic pack.

Underneath, a huge amount of work has gone into make the Ranger Raptor capable of proper high-performance off-road driving. From its Fox Racing shocks to its uprated 332mm four-wheel ventilated disc brakes, the Raptor is all about toughening up. There’s even a custom ‘Baja’ all-terrain setting that reduces the interference of the traction- and stability-control while amping up transmission response.

Ground clearance is a serious 283mm while under the bonnet, the Ranger Raptor scores an all-new 157kW/500Nm 2.0-litre twin-turbo diesel four-cylinder engine, tied to Ford’s brand new 10-speed automatic gearbox.

Raptor’s “more aggressive” instrument graphics look edgier, and there are new perforated-leather sections on its chunky steering wheel, as well as a red ‘on-centre’ marker at the top and magnesium paddle shifters. Ford also paints the Raptor’s air-vent surrounds in body colour, but at the end of the day, this is still a commercial-vehicle cabin with delusions of grandeur.

We can’t fault the Raptor’s superb seat comfort, expansive room and great driving position, but there’s only so much you can do with colour and trim. Very average stereo quality also lowers the tone and the Raptor misses out on the autonomous emergency braking (AEB) and adaptive cruise control featured in the MY19 Wildtrak.

UNDER THE BONNET

Proper performance-ute fans will be disappointed to learn that the Raptor shares its strong twin-turbo-diesel donk with the MY19 Ranger XLT/Wildtrak and Everest wagon. But it’s not all bad news.

A truckload of torque and more gear ratios than most people will know what to do with means the Raptor has enough punch, and can maintain enough momentum, to (mostly) keep itself out of trouble.

There’s a spring in its step off the line, if not an abundance of grunt (Ford claims 10.5 seconds to 100km/h), yet the twin-turbo diesel is an incredibly driveable engine. There’s an effortlessness to its gait, and real finesse in its smooth response to throttle inputs, that says Ford spent time and money perfecting this drivetrain.

It sounds quite good, too, as it quickly dispatches all those gears, with a meaty keenness not usually associated with tradie-ute diesels.

ON THE ROAD

While the Raptor’s reason for being is all about discovering its inner Paris-Dakar rally DNA, the by-product of this is a far superior driving experience even tootling to the shops. Until the Ranger Raptor, no dual-cab ute has even offered ride quality anything like a car – most of them feel like horse-drawn carts on rough roads. But this tough-looking beast will change your thinking.

Beneath that towering ride height and all those intimidating bulges lurks the soul of a sophisticated softy. This is a Grizzly bear that loves cuddles! The Raptor is remarkably smooth and composed over bumps – in particular, speed humps – and has the loping ride that has long been the trademark of great Aussie road cars.

Point it at a corner and you’ll be surprised at how sweetly balanced this 5.4m-long, 2.3-tonne Tonka truck is. Those all-terrain tyres don’t have a whole lot of grip, but there’s a lovely, flowing, progressive subtlety to the way the Raptor moves that makes it the best dual-cab ute we’ve ever driven, by a big margin.

Even the Raptor’s steering shines, despite an arm-twirling 3.5 turns lock-to-lock and a big 12.9-metre turning circle. It’s beautifully weighted, amazingly accurate (for what it is) and better than the steering in a whole bunch of performance SUVs.

VERDICT

Great to look and even better to drive, the Ranger Raptor is one of the most surprising ‘cars’ of 2018. It’s undoubted proof that you can weave a silk purse from a sow’s ear.

Even its $74,990 asking price (before on-roads) won’t be too much of a hurdle for those in the market for a range-topping dual-cab, let alone a comparatively affordable weekend plaything. About the only black mark against the Raptor is its lack of any drivetrain differentiation, though its four-pot diesel is definitely a good one.

The X-Class with 0% comparison rate.^

Having completed an Arts degree in English Literature and Film, Ponch started out at Hot 4s & Performance Cars magazine in 1997, honing his distaste for bodykits and commercial doof-doof, before editing Australian Volkswagen magazine, then kicking off a 17-year career at ACP/Bauer as Staff Journalist for WHEELS in 2001.

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3 COMMENTS

Some guy — 26 Oct 2018 13:06

You guys really need to put towing into any ute test - I cant imagine that relatively small engine doing to well with an extra 1.5-2T getting dragged around ...
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